Tank-car.



" 0.1..LINDSTR6M.

TANK GAR.

APPLICATION FILED JAN. 7, 1909.

Patented Sept. 28, 1909.

6 SHEETS-SHEET 2.

Sluwwtoz O. A. LINDSTRfiM.

TANK GAR.

APPLICATION FILED JAN. 7, 1909.

6 SHEETS-SHEET 4.

Elnoonioz Patented Sept. 28, 1909.

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e. A. LINDSTRUM.

TANK GAB.

APPLIOATION FILED JAN. 7, 1909.

Patented Sept. 28, 1909.

6 SHEETS-SHEET 54 Witnaoogo G. A. LINDSTRfiM.

TANK CAB.

APPLICATION FILED JAN.7, 1909.

Patented Sept. 28, 1909.

6 SHEETS-SHEET 6.

mnREw. a. (mum m. PHOYO-LITNOGRAPHERS. WASHINGTON, o, a

ENlTFJD @TATES FAFNT FFEQE.

CHARLES A. LINDSTROM, OF PITTSBURG, PENNSYLVANIA, ASSIGNOR TO PBESSEI)STEEL CAB, COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF NEWJERSEY.

TANK-GAR.

Specification of Letters Patent.

Patented Sept. 28, 1909.

To all whom it may concern:

Be it known that I, CHAnLns A. LIND- s'rnoir, a citizen of the UnitedStates, residing at Pittsburg, Northsido, in the countyof Allegheny andState of Pennsylvania, have invented certain new and useful Improvementsin Tank-Cars, of which the following is a specification.

An object of the present invention is to obviate, as far as possible,the injurious effects of a sudden relative movement between a tank of atank car and its liquid contents, due to buffing and pulling shocks.

A further object of the present invention is to provide for a tank animproved anchorage whereby it is secured to the car under frame.

A further object of the present invention is to combine thefirst-mentioned safety means and the said improved form of an chorage.

Referring broadly to the means for obviating the injurious effects onthe tank, the underframe and connections, of bufling and )ullin shocks Ihave orovided a means I Z3 7 1 whereby the liquid contents of a tankacts on a trapped volume of air which forms a cushion and allows theliquid to come to a more gradual rest, thus partially absorbing theforce due to sudden stopping of a train or due to sudden starting of atrain, which force would otherwise be wholly absorbed by the connectionsbetween the tank and the underframe or by the head-blocks.

Referring broadly to the form of anchorage herein shown and described,the tank is rigidly secured to the car underframe in a plurality ofplaces, preferably located near and on either side of the longitudinalcenter of the tank and car underframe so that contraction and expansionof the tank, due to temperature changes, and relative to the carunderframe, is permitted as far as possible consistent with a securemounting of the tank, the ends of the tank being so sup ported that thetank has a slidable relation to its underframe, so that such expansionor contraction of the tank on either side of its longitudinal center dueto such temperature changes will not be restricted.

In a tank car embodying the form of anchorage herein shown anddescribed, that is, where the tank is rigidly connected to theunderframe, the evil effects of bufling and pulling shocks are increaseddue to the transmission of the entire force of the shock to theconnections between the tank and underframe, and hence it is especiallydesirable to provide the tank with some means of counteracting such evileffects. It is to be understood, however, that the safety means forminga part of my invention is equally I applicable to a tank car in whichhead blocks are used where the force of bufiing and pulling shocks ispartially absorbed by the movement of the tank relative to itsunderframe.

The invention is clearly described in the accompanying drawings in whichlike reference characters refer to like parts, and in which Figure 1 isa side elevation of a tank car equipped with the features of myinvention; Fig. 2 is an end elevation of the tank, the under-structureof the car being removed; Fig. 3 is a plan view of a portion of theunderframe witlr the tank removed therefrom, illustrating in plan thetank anchoring device; Fig. 4 is a side elevation of a portion of theunderframe and the tank in the immediate vicinity of the securing oranchoring devices, showing also in side elevation such anchoringdevices; Fig. 5 is a detail sectional view of the same on the line 55,Fig. 4-, looking in either direction; Figs. 6 and 7 are views similar toFigs. 4: and 5, showing a modified form of tank anchorage or securingmeans; Fig. 8 is a side elevation of the tank and of the underframing,showing a modification in the form of shock-absorbing means; Fig. 9 is arear elevation of the same, the underframe being removed; Fig. 10 is aView similar to Fig. 8, showing a second modification of theshock-absorbingmeans, and Fig. 11 shows a further modification of theconstruction shown in Fig. 10.

Referring now in detail to the drawings, 1 represents the carunderframe, of suitable construction, 2 the tank, 3 the saddles at ornear each end of the underframe which are so constructed that theyextend transverse the car to support the car at its ends and forming asliding relative movement between the tank and the underframe, tank 2resting upon said saddles 3 with a slidable connection or without rigidconnection thereto and be ing held on said saddles partially by its ownweight and partially by the tank securing means or anchorage hereinafterdescribed,

and if desired, by tank stays 4L suitably located throughout the lengthof the car.

5 are saddles or cradles extending longitudinally of the car and thetank, preferably one on either side and adjacent the longitudinal centerof the tank and underframe, so that they are located approximately atthe longitudinal center of the car but on either side thereof, so as tomore effectively resist buffing and pulling shocks and counteract anysagging tendency in the tank and yet leave the tank substantially freefor contraction or expansion of its metal due to temperature changes.The structure of these saddles 5 is clearly shown in Fig. 5, whereinthey are shown as castings suitably ribbed to strengthen the same andprovided with a concave upper surface with depending legs or verticalportions, the upper surface being riveted directly to the bottom sheet 2of the tank, the legs or vertical portions of saddles 5 being riveted toangle pieces or castings 6, which are in turn riveted to the carunderframe and extending upwardly to receive the legs or verticalportions of saddles 5. The center sill construction of the underframe isof suitable construction, such as is shown, Where it comprises a pair ofchannels 1 spaced by upper and lower cover plates 1*, l". The anchorageor securing means for the tank, therefore, consists of a plurality ofmembers riveted directly to the tank and a plurality of coiiperatingmembers riveted CLlrectly to the underframe, said members being rivetedto each other in pairs. An advantage of these forming the securing meansor anchorage for the tank lies in the fact that the cradle or concavemember 5 may be riveted to the tank and the supporting angle members 6riveted to the under-frame independently of each other, the tank withits depending saddles or cradles 5 being then placed upon the saddles 3or other supporting means so that such members 5 or their legs orvertical portions depend between the supporting or angle members (3,after which said members (5 may be riveted to the depending or verticalportions or legs of the cradle or saddle members 5, thus securing a fineor accurate adjustment of the tank to the under-frame.

Referring now to the means for absorbing or relieving the tank of theinjurious effects of bufling and pulling shocks, such means comprisesoutlets 7 in the opposite tank heads 9) which are connected throughmeans of piping 8. As shown in Fig. 1 of the drawings, piping 8 consistsof vertical pipes 8 suitably mounted on the tank heads 2, horizontalpipes 8 connected to pipes 8 through means of elbows 8, and circularpipes 8 surrounding the tank dome 2 which pipes 8 are connected to pipes8 and to each other by means of T-pieces 8"-. It will be noted thatoutlets 7 are preferably located in Assuming the tank to be filled withoil or other liquid, a sudden shock due to sudden stoppage of the trainwill throw the body of 'oil or liquid against one of the tank heads 52causing a severe shock against that head of the tank, which shock isabsorbed by the cushioning effect of the air trapped in the vertical andhorizontal portions of the piping 8 and by frictional resistance to thepassage of the liquid through the piping 8, it being understood thatwhen the tank is filled a portion of the liquid will rise in andpartially fill pipes 8 so that a volume of air is trapped in the upperportion of the piping S, such volume of air being compressed under shockagainst the body of liquid lading at the opposite end of the tank.Assuming a train to be started in the same direction, a similar shock oflesser degree will be directed against the opposite head 2 of the tankand will be cushioned in the same manner. The tank heads and connectionsbetween the tank and underframe are, therefore, partially relieved ofstress and the life of the tank is greatly added to.

As shown in Figs. 6 and 7, the tank securing means or anchorage may beformed of bent plates. In such figures 5 are plates having their upperedges bent to form concave opposing saddle members which are independentof each other save that they together form a saddle or cradle forsupporting the tank in the same manner as saddles or cradles 5. Each ofthe plates 5 is riveted to the bottom plate 2 of the tank 2, and also tothe upwardly projecting bent plates 6, which latter are riveted to thecenter sills 1 in the same manner as the angles (3. In mounting the tankonthe underframe, with this structure substantially the same method ofalinement is followed as already described in connection with Figs. 3, 1and 5, the plates 5 being first riveted to the bottom sheet 2 of thetank, the tank then being placed on its saddles 3 and the plates 5 and 6then being riveted together. 7

In Figs. 8 and 9 is illustrated'a modification of the safety pipingwherein a plurality of pipes 9 extending from the lower por-1 tion ofthe tank heads 2* upwardly over the top of the tank to either sideof thedome 2, each pipe being continuous from end to end of the tank and theaction or operation of the same being similar to that already describedin connection with piping 8, except that thev cushioning effect, wheretwo pipes are employed, is stlll greater.

In Fig. 10 is shown a still further modification of the safety piping.This modification may be carried out with either one or more pipesextending from each tank head 2. Such modified construction consists inpiping 10 extending from the tank head 2 substantially to the tank dome2, each piping 10 comprising a vertical pipe 10, a horizontal pipe 10 ahorizontal pipe 10 and a union 10 between the pipes 10 and 10. In thisconstruction the piping 1O ends with a pipe 10 through means of a cap 10at the end of pipe 10, and the pipe 10 is preterably of smaller diameterthan the pipe 10", the pipe 10 being preferably smaller in diameter thanthe union 10 and the pipe 10 If desired, as shown in Fig. 10, one ormore of the pipes, such as 10", may be tapered. The advantage of theconstruction shown in Fig. 10 is that the volume of air is trappedabsolutely in the upper end of the piping l0, greatly increasing thecushioning etiect. The decreasing of the diameter of piping 10 towardits upper end also increases the resistance to shock.

If desired, as shown in Fig. 11, the pipes 10 may be connected with thedome 2 so that the air contained in dome 2 will form a cushioning mediumfor the tank heads 2 Having thus described my invention, the followingis what I claim as new therein and desire to secure by Letters Patent 1.In a railway tank car, a tank and a shock absorbing air chamber outsidethe tank and connected to the interior of said tank at its end.

2. In a railway tank car, a tank and a shock absorbing air chamberlocated outside the tank and connected to the interior of said tank atthe lower portion of its end.

3. In a railway tank car, a tank and a shock absorbing air chamberlocated outside the tank and connected to the interior thereof at thetank head.

4. In a railway tank car, a tank and a vertical shock absorbing aircontainer connected to the tank at its head and communicating with theinterior of the tank.

5. In a railway tank car, a tank and a pipe extending from one tank headto the other and forming a shock absorbing passageway.

(3. In a railway tank car, means forming an independent, shock absorbingpassageway extending between distant points of the tank.

7. In a railway tank car, a tank and means forming an independent, shockabsorbing passageway connecting the lower portions of the tank heads.

8. In a railway tank car, a tank and means forming a shock absorbingpassage for the iquid contents of said tank connected to the interior ofthe tank at the tank head.

9. In a railway tank car, a tank and means forming a shock absorbingpassage for the liquid contents of said tank connected to the interiorof the tank at the tank head and extending in an upward direction tocause the liquid to drain back from the upper portion of said passageafter a shock.

10. In a railway tank car, a tank and means forming a shock absorbingpassage for the liquid contents of said tank, opening into the tank atdistant points to provide a looplike passage for the liquid under shockimpetus.

11. In a railway tank car, a tank and means forming a shock absorbingpassage for the liquid contents of the tank, said passage having aconfined portion to increase resistance to the passage therein of afluid body.

12. In a railway tank car having an underframe and a tank rigidlysecured to said undertrame at its longitudinal center to preventlongitudinal movement of said tank relative to said undertrame, meansforming a shock absorbing air chamber outside the tank and connected tothe interior of said tank at its end.

13. In a railway tank car having an undertrame and a tank rigidlysecured to said underframe at its longitudinal center and supported. onthe underframe at its ends in a manner to permit expansion andcontraction of the metal in the tank, means forming a shock absorbingair chamber outside the tank and connected to the interior of the tankat its end.

In testimony whereof I aflix my signature in presence of two witnesses.

CHARLES A. LINDSTROM.

Vitnesses FRANK E. MILLER, II. B. FISHER.

